Internal-combustion engine.



D. S. WILLIAMS, DECD.

B. D. WILLIAMS, Exfcumx,

INTERNAL CMBUSTION ENGINE.

APPLICATION FILED MN4 Il, |912.

Patented Dec. 21, 1910.

2 SHEETS-SHEET l.

APPLICATION FILED IAN. Il. |912.

Patented Dec. 21, 1915.

2 sNEETs-sNEEr 2.

UNITED STATES PATENT OFFICE.

DAVID S. WILLIAMS, GLENSIDE, PENNSYLVANIA; BELLA D. WILLIAMS, EXECUTLRIX0F SAID DAVm S. WILLIAMS, 'QEFSASED, ASSIGNOR 0F ONE-HALF TO HENRYDRUSCHEL, .0F COLUMBIA, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Dec. 21, 1915.

Application led January 11, 1912. Serial No. 670,542.

T o alljwhom t may concern Be it known that I, DAVID S. VILLIAMs, acitizen of the United States, residing at Glenside, in the county ofMontgomery and State of Pennsylvania, have invented certain new anduseful Improvements in Internal-Combustion Engines, of which thefollowing is a specification.

`The present invention relates to internalcombustion engines foi-burningliquid hydrocarbon fuel heavier than gasolene such for instance askerosene having a specific gravity of .807, a flashing point of aboutl1()O Fahrenheit and a burning point of upward of 1250 Fahrenheit.

The invention relates to the introduction into the cylinder or explosionchamber of an international-combustion engine of aqueous vapor or steamtogether with the fuel and air which according to my invention formstherein the explosive mixture.

The method adapted in carrying out my invention consists in theemployment of suitable means for generating steam or vapor, which methodconsists in supplying a liquid to a suitable generator', heating thegenerator initially by means of a torch or other suitable device andafterward by the heat generated by the explosive mixture so that thesmall quantity of liquid injected into the generator will be maintainedat a temperature of vaporization prior to its introduction into theworking cylinder or explosion chainber.

'lheiinvention furtler contemplates the employment of a fuel vaporizerconstructed and arranged so as to beheated by the steam generator and todischarge a quantity of fuel vapor into the explosion chambersimultaneously with the discharge of vapor from the generator and invarying the supply of fuel and air, or fuel, aqueous vapor and air insubstantial unison with the variations of demand for the same and insubstantially definite quantitative relation to said variations.

It is therefore the object of the present invention to provide aninternal-combustion engine with a steam or vapor: generator substantially independent of the water jacket or other means for reducingthe temperature of the working cylinder, in means for regulating thesupply of liquid to the generator, in meansrwhereby the fuel isvaporized by the heat of the generator and injected with air into theworking cyiinder simultaneously with the vapor from the generator' insub stantially definite quantitative relation to the speed of theengine.

ln order to obtain successful results With liquid fuel'such as keroseneor other heavier fuel oils the temperature of the cylinder ordinarilymust be hot enough to completely vaporize the fuel, yet the temperaturemust be controlled so that itl will not cause the piston to bind in thecylinder or causevpreignition of the combustible charge. In or dinarypractice it has been the custom when employing kerosene as a fuel tostart an engine with gasolene and run it for a time until the cylinderis heated to a temperature sufficient to vaporize kerosene, after whichthe supply of gasolene is discontinued and the kerosene is thensubstituted as fuel. In this manner many engines will run for a shorttime on kerosene as a fuel but sooner or later a deposit of carbon formson the inner walls of the cylinder which if not promptly removed willcause serious trouble. It is well known to those skilled in the art thatwhen certain complex bodies found in kerosene are subjected totemeperatures as high as those found within the walls of the combustionchamber of an internal-combustion engine they appear to break up intomore simple compounds. It is believed to` be not improbable that many`of the more complex bodies contained in kerosene go through some suchvprocess of partial decomposition before actual combustion takes place.It is therefore reasonable to suppose that when kerosene is employed asa fuel in an engine under the same conditions as gasolene free carbon isdeposited as above explained. 0n the contrary it has been found thatwhen kerosene vapor is caused to commingle with aqueous vaporparticularly With superheated steam together with air and then exploded,

combustion is far more complete than when the aqueous vapor is absent.

My invention is therefore more particularly addressed to the provisionof means to prevent accumulation of deposits of carbon in the explosionchamber and to this end vapor, preferably superheated steam issuppliedto \the cylinder or explosion chamber without the employment in thegenerator of any considerable quantity of potentiallyactive reserveenergy in the` form of a large body of highly heatfd liquid underconsiderable pressure according to the manner hereinafter fullyexplained.

The novel features which characterize my invention are pointed out withparticularity in the claims annexed to and forming a part of thisspecification. For a better linder- Standing of the invention, however,and the advantages possessed by it. reference may be had to theaccompanying drawings and descriptive matter in which I have illustratedand described several forms in which my invention may be embodied.

In the d1'a\\'ing-l*`igll1'e 1 is a view of an internal combustionengine in side elevation showing my invention as applied to a type knownas a horizontal stationary engine. Fig. 2 is a view partly in elevationand partly inlongitudinal section through the center of the engine. Fig.3 shows a front elevation of an internal combustion engine of thevertical type wherein a slightly modilied form of my invention isillustrated. Fig. 4 is a view in vertical secticu of Fig. 3, and Fig. 5is a detached front elevation of one of the fly wheels showing a portionof the governing mechanism,

As shown in Figs. 1 ano L: of the draw ings, the cylinder or combustionchamber A is provided with a water jacket A1 of ordinary construction` areciprocating piston B, ",rank shaft C and connecting rod l). The casin,A A, of the cylinder is preferablyextenutforward to inclose the crank orcrank-disks and to receive the hearings of the crank-shaft C. 'l'hepiston l5 is connected to one end of the conrecting rod or pitman l) bya pin B, its opposite end being joui-nah d upon the crank pin (l1, whichis carried b v crank-disks C2, securely fastened to the two parts of thecrank-shaft C. The space inclos/ed by the forward part of the casing A2,constitiahy.y a convenient aircompression chamber in which ail' admittedthrough a suitable valve A3, during the rearward movement of the pistonis com- -pressed at each forward movement of the piston.

As the piston approaches the limit of its forward movement and uncoversthe exhaust port E, the pressure in the working cylinder or combustionchamber will be discharged, permitting the compressed air to pass alongthe duct a, and to open the valve A, which controls the admission ofIair to the combustion chamber. The end wall of the working cylinder orcombustion chamber is provided .with a generator F, preferably formedintegral With the cylinder but which may if desired be cast as aseparate piece and bolted to the cylinder after the man ner of acylinder head.v The generator F Ils shown in Figs. 1 and 2 of thedrawings comprises an annular chamber formed within the end wall or headof the cylinder rntirely independent of the watenjacket surrounding thecylinder except for a fluid pipe or connection under control of a:.-xuitahhv pump by which means a Iu'etletermimni amount of water is fedto the gi-ineraior. This method of supplying feedwater to ilegeneratoris preferred for the reason that the water reaches the generator at ahigher ten'll'ierature than would be the case il taken from some othersource. of supply. li. will be understood however that other arrangiAments may be substituted therefor and that feed-water may be taken fromany con-- venient source of supply other than that above mentioned. Thefluid supply pipe l, leading from the water-picket .\1 to the geueratorF. is under control of a pump F`l pro`- vided with suitable check valvesf and f" shown in Fig. 1. The generator l*Y provided with a nipple f,having a rlieahara'.A orifice 7" through which aqueous vapor mai passfrom the generator to the combustion chamber or cylinder. Mounted uponthe generator F is a fuel vaporizer (l. one end of which is incoi'nmunication with a 'uel supply tank through l fuel supply pipe (l2,while the other end of the fuel vapm'izer passes into and through thegenerator l" and is provided with a discharge nozzle (lx, coincidentwith the discharge orifice of the generator. Thus as the generator issup plied with fluid and the vaporizer with fuel a simultaneousdischarge of aqueous vapor and vaporized fuel will be emitted from theopening in the wall of the generator. As the air in passing from thecompression chamber to the cylinder is conveyed through the duct a, itwill absorb some of the heat of the cylinder so that upon reaching thedischarge opening n. the valve A4,' the air in a somewhatheatedcondition will combine withl the fuel vapor and aqueous vapor uponentering the cylinder but only to form a lnechanical mixture asdistinguished from a chemical combination. IInder these conditions thefinely divided and highly combustible mixture admitted to the combustionchamber is readily ignited and this may be accomplished either by meansof an ignition tube H, as sho-wn in Fig. 2 of the drawings or by theconventional spark plug I, as illustrated in Figs. 3 and 4. Forconvenience of illustration I have shown the fuel supply tank in boththe horizontal and vertical types of engines as mounted upon thewater-jacket of the cylinder. It is obvious however, that the fuel tankmay be located at a point re mote from the engine and the fuel conveyedtherefrom to the engine by a suitable line of pipe and that the fuel mayflow either by gravity or from a tank under pressure as may be desired.In the type of engine shown in Figs. 1 and Q of the drawings thefuebsupply tank G, is mounted upon a The cylinder A1, is connected to acasing pipe to the fuel vaporizer G. Itis obyvious that the supply ofliquid fuel to and from the pump' G* may be controlled by suitable checkvalves g and g5;4 VlhileY various types of generators in connection withapparatus for carrying my inventionnto effectmay be employed, the bestresults can only be attained by one inwhich the hquld 'is progressivelyheated from its point of entrance into the water-jacket to the point ofexit inthe generator whereit is substantially all transformed into,vapor and in which only a small quantity of liquid is maint-lined at thetemperature of vaporlzation corresponding for a b rief period to thepressure of the working cylinder.

In order to maintain a vaporizing tem perature of the fluid thegenerator must be located in the zone of most intense heat or in one ofthe heat zones of the engine, one of which is found to be located in theend of the cylinder or combustion chamber and the other at the port ofexit of the exhaust. In the construction shown in Figs. 1 and 2 of thedrawings the generatorl has been described as placed in the end of thecylinder or combustion-chamber' while I shall now.

proceed to describe a modified form of my invention in which thegenerator together with the fuel "apori'zer are both placed adjacent tothe exhaust passage.

In the construction illustrated in Figs. 3

and 4 the cylinder or combustion chamber' A1 is provided .with -awater-jacket A11, a piston B10. crank-shaft C1 xand pitman D1".

A12 extended downward 'to inclose the crank A13 andA to receive thebearings of the crank-shaft` C10. The piston B10 is connected to one endof the pitman D10 by a pin B11 and at its opposite end to a crank pinC11 of the crank shaft C10. The space inclosed by -the 'casing A12serves as a compression chamber into which airis admitted through avalve a3. As the piston reaches the limitl of its downward movement asshown in Fig.f4 both the exhaust port E1 and the port or terminal of theair duct a1 will be uncovered by the piston, the former slightly beforethe latter as. indicated by the position occupied by each relative tothe end of the piston. v

The exhaust port E1", is provided with an exhaust-head E11, in the endof which is a chamber constituting a generatorA F1". the side of theexhaust head is a connection E12. fitted to receive an exhaust pipe E11.The generator F10 is provided with a discharge opening to which isfitted a nipple f1". Mounted upon the exhaust-head or that portion ofthe exhaust-head constituting the generator F10 is a fuel vapotizer G1",connected to a fuel supply pipe G11, leading from a fuel supply tankG12. The vapory izer is provided with a discharge nozzle g1", whichenters the nipple f1 of the generator, thus making it possible for thefuel supply to be drawn in by induction during the discharge of thevapor from the generator.

Beforev proceedingv t0 describe the governor mechanism it may be propert0 Say that while it is desirable to have the supply of aqueous fluid,orthe supply of fuel or both vary according to the demand for fuelenergy' and in definite quantitative relationsto variations'of load orvariation in the speed of the engine, it is notas impor-v tant thatdefinite quantita-tiveA relations should be maintainedbetween,the`aqueo'us fluid supply and the fuel supply as between thefuel supply and atmospheric air. Thus for example in the construction:shown in Figs. 3 and 4 the quantitative vrela-tion vbetween fuel supplyand waterl supply constantly vary for the reason that the same volume ofaqueous fluid is fed by a pump to the generator at each stroke of theplston, while the volume of both fuel and air supplied to the cylindermay be caused to vary according to load or variations in the speed ofthe engine, while in the constructionA shown in Figs. 1 and 2 of thedrawings all of the products admitted to the cylinder are c.fundercontrol of a governor mechanism.

Referring now to the governor mechanism shown in Figs. l and 2 of thedrawings, K is the governor proper and comprises a frame or support K1,bolted to the casing of the engine and provided with a vertical bearingK2, forming a journal Afor a shaft K3, which carries a cap K5, to whichweight-ed levers K, K are pivotally secured. The weighted levers are infact bell crank levers the short arms'of which engage openings in asleeve K* which sleeve is permitted to `slide upon the shaftK3 when theweighted levers are acted upon by centrifugal force. VIt is obvious thatmotion may be transmitted from the crankshaft of the engine to the shaftK3 of the governor by wormgears, etc., and a Suitable line ofconnections including shafts c1 and c2 Vall of which is of well knownconstruction;v The bearing K2 is provided with an arm K7, forming one ofthe bearings for a shaft K,

the other of the bearings for saidrshaft being sie sion of air throughthe valve port' of the valve A, said valve provided with a tarnenginethe governor K will act upon thel valve A3 to regulate the -supply ofair to the compression chamber of the engine.

' The means employed to regulate the supply of duid fuel and aqueousduid to the vaporizer and generator is as follows: 'T he fuel pump- G1is provided with a plunger O and the pump F2 has a similar plunger O1both of which are secured to a cross head M1 adapted to engage. thelatch M. Secured to the crank-shaft C is an eccentric P, operativelyconnected to an eccentric lever P1 journaled at one end to head of arockingarm P2 which fulcrumed at a point P3 to the casing of theengine.. According to this arrangement as variations in the speed of.the engine take place, the governor l will cause the latch M to moveinto or out of the path of tlie head of the arm P2, and therebydisconnect the pumps from the actuating mechanism when the speed of theengine becomes excessive.

The governor mechanism illustrated in Figs. 3 and 4 o'f the drawings isdesigned to accomplish the same result butin a some whatdiilerentmanner. According to this construction I 1 -is'the governor`proper and comprises a., weighted lever K1 fulcrumed at a point K" .tota(ly wheel Q, and normally resting against a pin K11 bythe tension of aspring K1? interposed between the end of the lever and a projectionformed upon one 'of the spokes of the wheel. The `weighted lever K, isconnected by a link K13 to an arm R of a yoke R1 which is journaledv ata oint R2 to bearings R3 connected to or orming a part of the fly-wheel,The curved arms of the yoke embrace a sleeve S and are provided withshort studs r1, r1, which engage a peripheral groove'S1 formed about thesleeve. The sleeve S is also provided with an inclined cam S2 adapted tooperate a rod T, which rod is provided. at one end with a wheel t, toengage the ca mS2 and at the other forms the stem of a valve T1,-

which controls the flow of liquid fuel from the fuel-tank G12 to thevaporizer G1". The sleeve S, which is loosely splined to the crank-shaftC1 as shown in Fig. 5, is also 'provided with a peripheral groove S11,to

receive. the projecting'ends of a yoke R11, fulcrumedto an arm R11,proiecting from the flange of the valve a, 'The yoke R11, is

also provided with an arm R12, which is connected to :trod R, and thisrod is in turn connected to a cam-plate P15 guided upon the vaive a3 andadapted to engage the head ,if a valve stem T11.

the mechanism ,inst described the governor may be, caused to actsininitancona?=I upon the device controiling the nel supp and the valvecontroiiing the admissionv c? air to the compression lchamber andtherco`v establish definite oliiantitivc relations be tween the twoaccording to the demand for fuel energy or as before stated according t;variations of load or variations in the speed of the engine. Themechanism i'or feeding a predetermined amount of aqueous liquid to thegenerator according to the construe tion illustrated in lfig's. 3 and l.compri an eccentric U secured to the crank-shaft C11 and providedwitlran eccentric lever U1 fulcriuned at its uppermost portion to arocking-arm U2, which is journaled upon a stud U3 projecting from thecasing of the cylinder. The pump V is provided withl a suitable plungerV1 and with check valves V`' and V3, one of which is in line or conection with that portion of the pipe 1 leading from the water jacket tothe puvr while the other is in line of connection v. the portion leadingfrom the pump to i; generator F1".

The plunger V1, is acted upon by the ei centric lever U1 and rocking-armU2, only momentarily and at a time when the eccen tric U is near the endof its upward stroke, permitting but a .small quantity of aqueousfluidto be forced into the generator, and to pass from thence into thecylinder before the port E11 is closed by a return of the piston. Thislatter construction has been found to operate successfully with enginesof small capacity and particularly with engines ofthe So called twocycle type operating at a high rate of speed.

While I have shown and' described whatvv I believe to 'be the preferredembodiment of my invention it will be understood that other mechanism ofa more or less modified character may-be employed with the same objectin view, and that my invention may be used in connection with engines ofatype other than those herein. mentioned without departing from thescope of my invention.

Having now fully described my -invention what I claim is:-

1. An internal combustion engine; oomprising a cylinder or explosionchamber, an

aqueous vapor generator and means for suplil() afllueous vapor generatorand means' for supp ying kliquid thereto, a discharge opening betweensaid generator and the explosion chamber, a nipple in said dischargeopening, a vapoxfizer and means for supplying fuel thereto, )said'vaporizer extending through said generator and having a nozzle extendinginto said nipple, whereby the vaporized fuel will be drawn into thecombustion chamber by induction during the discharge of vapor from thegenerator, and means for independently supplying air to the cylinder.

3. An internal combustion engine coniprising a working cylinder orexplosion chamber, a steam or vapor generator, means for supplying aliquid to the generator, a separate fuel vaporizer, means for supplyinga liquid fuel to the vaporizer, means whereby the steam and fuel vaporare caused to commingle while passing into the explosion chamber, andmeans for independently supplying air to the explosion chamber.

4. An internal combustion engine comprising a cylinder or explosionchamber provided with an air inlet passage and a passage for thedischarge of products `of combustion, a steam 0r vapor generator havinga fiuid supplypipe and a vapor dischargevorice communicating with theexpl'osion chamber, a fuel vaporizer provided with fuel supply andldischarge connecdischarge orifice of the generator, means for'vsupplying a predetermined quantity of fluid to the generator and meansfor varying the supplies of air and fuel vapor in substantial unison andin definite quantitative relations to the variations in the speed of theengine.

5. An internal combustion. engine comprising a cylinder or explosionchamber provided With an air inlet passageand an, ex' haust passage forthe discharged-of products of combustion, a "steam orvapor generatorarranged within the exhaust passage having a fiuid supply connection-anda vapor discharge orifice and a fuel vaporizer mounted upon thegenerator and adaptedto discharge fuel vapor through the exhaust passageinto Athe cylinder simultaneously with the introduction of aqueous vaporfrom the generator whereby the aqueous vapor and fuel vapor togetherwith an incoming volume of air are caused to coinmingle upon enteringthe cylinder or explosion chamber.

In testimony whereof I aflix my signature in presence of two Witnesses.

DAVID S. WILLIAMS. Witnesses:

D. F REEDMAN, A. VOLLMER.

